Spring car-motor



(No Model.) 6 Sheets-Sheet 1. G. STITES, R. STEEL 8: S. AUSTIN;

SPRING GAR MOTOR.

No. 271,151. Patented Jan.23, 1883.

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SPRING GAR MOTOR.

Patented Jan. 23, 1883;

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(No Model.) 6 Sheets-Sheet 3. G. STITES, R. STEEL & S. AUSTIN.

SPRING CAR MOTOR.

No. 271,151. Patented Jan.28, 1883.

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(No Model.) 6 Sheets-Sheet 4. G. STITES, R. STEEL 8v S. AUSTIN.

SPRING GAR MOTOR.

Patented Jan.23,188 3.

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N. PETERS. Phnlo -L ithegrlphnr. Washington. D. c.

(No Model.) 6 Sheets-Sheet 5.

G. STITES, R. STEEL & s. AUSTIN, SPRING CAR MOTOR.

No. 271,151. Patented Jan.23, 1883.

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(No Model.) 6 Sheets-Sheet 6.

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.110. 271,151. Patent-ed 1111.23, 1883.

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NITED STATES GEORGE STITES, ROBERT STEEL, AND

PATENT Osman.

SAMUEL AUSTIN, OF PHILADELPHIA,

PENNSYLVANIA, ASSIGNORS TO THE UNITED STATES SPRING OAR-MO- TOR CONSTRUCTION COMPANY, OF CAMDEN, NEW JERSEY.

SPRING CAR-MOTOR.

SPECIFICATION forming part of Letters Patent No. 271,151, dated January 23,1883, 7

' Application filed October 18,1882. (No model.)

T all whom it may concern:

.Be it known that we, GEORGE S'rrrEs, BOB- ERI STEEL, and SAMUEL Ausrnv, citizens of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented a new and useful Improvement in Spring Oar-Motors, of which the following is'a specification. 1

Our invention is an improvement on the carto propeller patented to Robert Steel and Sam- A uel Austin, and Joseph Leeds, their assignee,

on the 4th day of November, 1873, and numbered 144,235, which consists mainly of coiled springs connected with arevolvingshaft, which r they surround, which shaft has a geared connection with one of the axles of the trackwheels, the power of the springs being regulated by means of a pair of clamping-levers, and other ordinary devices are used for controlling the motor. It will be seeii that in consequence of the rotation of the spring-shaft all the springs connected with it have a simultaneous action, which is adverse to the capacity of a motor for a long route, and hence to overcome this difliculty we combine with a stationary shaft a series of drums carrying springs adapted to be brought into action consecutively, either single or in sections, as may be desired, the single spring or section with adequate power for propelling a car with a maximum load, so thatthe consecutive action of the whole series will be sufficient for running it the round trip. There is a series of clutches, constructed and arranged as hereinafter described, by which the spring-drums are connected with a master-wheel, which transmits through a train of wheels the power of the springs to the axles of the track-wheels, the reverse movement of the clutches disconnect- 0 ing the drums as the power of the springs is expended consecutively, the movement of the clutches being controlled by the engineer.

The invention further consists of a universal coupling connected with the front axle, for making a positive connection of the gearing with the axle when the power of the springs is required, or breaking the connection when it is not required, as hereinafter described.

consisting of clampingjaws, in combination with a wheel on the front axle, and operated by in cans ofdevieeshereinafter described; and it further consists in the construction of the springs, of tapered form, whereby to equalize their power at the different points of unwindlug.

In theaecompany ing drawings, which make a part of this specification,.Figure 1 is a plan view of our improved motor. Fig. 2, Sheet 2, is aside elevation of the same. Fig. 3, Sheet 3, is a front elevation. Fig. 4, Sheet 4, is a side view of the stationary shaft D, and a sectional View, at the central plane of the shaft, of the sleeve H, pairs of drums E E, E E, and E E stationary clutch-plates K, K, and K 6 and the clutches L, L, and L Figs. 5 and 6 are a face and edge views, respectively, of the brake S on an enlarged scale, and the following views are, up to Fig. 21, inclusive, all on the same enlarged scale. Fig. 7 is an end view of the clutch L. Fig. 8 is a section of the same, taken at the line a to of Fig. 7'. Fig. 9 is an end view of the same, looking in the opposite direction from Fig. 7. Fig. 10, Sheet 5, is a side View of the universal coupling Q. Fig. 11 is a section at the line b b of Fig. 10. Fig. 12 is an end view of a drum, E. Fig. 13 is a sectional view of the drunisE E on the stationary shaft D at the line 0 c of Fig. 12. Fig. 14 is an end view of the hub of the mas- 8o tor-wheel Gr. Fig. 15 is a sectional view at the line 01 d of Fig. 14. Fig. 16 is an end view of the sleeve H. Fig. 17 is a longitudinal section of the same. Fig. 18 is an end view of the bell-crank lever 0. Fig. 19 is a side elevation of said lever and swivel P. Fig. 20 is a side view of the stationary clutch-platefl. Fig. 21 is an edge view of the same partly in section. Figs. 22 and 23 are a side and edge views of a tapered spring, F, on a large scale. 93

Like letters of reference in all the figures indicate the same parts;

The frame of the motor consists of the housings A Aand connectingrails ct, a, a and a B and Bare respectively the front and rear axles, which are provided with track-wheels O.

D is a stationary shaft connected at its ends The invention further consists of a brake with the housings A A, the ends being square,

as represented in the drawings, and confined in the boxes I) b. The shaft is provided with pairs of drumsE E, E E, and E E to which the inner ends of the coiled springs F F, F F, and. F F are confined by means of the hooked recesses c 0, whereby the necessity of perforating screw-holes in the springs is avoided and the strength of the heel of the springs is preserved. The resilient ends of the springs are fastened to the rail of the frame.

G is a master-wheel, the hub of which is shown in Figs. 14 and of the drawings. It is keyed on one end of the sleeve H, which is adapted to turn on the stationary shaft D, and has a geared connection with the axles B and B, as follows: It gears into the pinion I onthe shaft J, and the Wheel G on said shaft gears into the pinion 1 on the shaft J. The wheel G on said shaft J gears into the pinion 1 on the axle B, and the idler-wheel G onthe shaft J between the axles Band B, gearsinto the pinions 1 and 1 on the axles B and B, respectively, whereby the connection between the master-wheel G and the axles B and B is completed and equal velocity given to the track-wheels. The pinion I is part of a universal coupling hereinafter described, whereby the train of wheels is brought into connection with the axles B and B or disconnected therefrom.

The pairs of drnms E', E, and E hereinbefore described, have independent clutch-connections with the master-wheel G, whereby the pairs of springs F, F, and F are brought into action in succession, so that by having sufficient power in one section to propel the car with a maximum load the force of the moentially, as shown in Fig. 13, and the drums -E E and E E are respectively locked together in the same manner; and the drums of each pair are fastened together by means of screw-bolts, as shown in Fig. 13.

K, K, and K are .stationary clutch-plates. The eyes of the plates 'K and K have a tight fit on the stationary shaft D; but the eye of the plate K has an easy fit onthe sleeve. H, which turns in it. The plate K is shown in detail in Figs. 20 and 21. The ends of the plates K, K, and K are bolted fast to the rails a and a, whereby they are firmly held to prevent the coiled springs twisting them out of their normal position.

L is a clutch (shown in detail in Figs. 7 and S) for connecting the pair of drums E E with the master-wheel G and disconnecting them therefrom. The lugs e are always in connection with the recesses e, of the stationary clutch-plate K, and when these drums E E are to be connected with the master-wheel G the arms:

clutch is moved in the direction of the arrow, whereby the lugs f are brought into connection with the recesses f of the master-wheel, and a reverse movement is given to the clutch to disconnect the drums from the masterwheel. The movements of the clutch are given by means of the hand-wheel M, right-and-left screw-rod N, and bell-crank lever O, the axis of which is the horizontal rod, one end of which is connected with the bracket h, which is bolted to the under side of the rail a, and the opposite end with the lug j of the stationary clutch-plate K. The upper end of the screw-rod N is forked, and is hung on the pin 70, which connects it with the bracket h, as seen in Figs. 2 and 3, and the lower end of the said rod N is also forked and connected with the bell-crank lever O by means of the pin k.

I is a swivel, which surrounds the neck lot the clutch L, and is pivoted to the lower and inner arms of the bell-crank levers, which are connected with the rod g. By turning the hand-wheel M so as to move the screw-rod N downward, the clutch Lis moved in the direction of the arrow toconnect the drums E E with the'master-wheel G, and by turning it in the opposite direction they are disconnected from it. The clutches L and L are operated in the same manner by duplicate devices of.

the same construction and arrangement, which devices bear the sameletters, the clutch L engaging with the master-wheel directly, and the clutch L connecting with it indirectly by engaging with the opposite end of the sleeve H to that on which the wheel is keyed.

Q is a universal coupling, shown in detail in Figs. 10 and 11, in which n is a rim at one side of the pinion l and forms a part of the same casting, and to which are fitted wooden blocks 0 0 0 0, which fit between parallel faces of the extreme'ends of the armspppp of the hub R, which is keyed fast to the axle B. The inner edges of the wooden blocks 0 o 0 0 are faced with iron plates 0.

S is a sleeve which has a longitudinal move- -ment on the axle B, and q q q q rods which have right-and-left screw-threads, which connect at one end with the hub B and at their other end to the hubs of the plates 0, the hubs being fitted into the blocks 0. To provide for the axial movement of the said screw-rods q, whereby the wooden blocks 0 are pressed against the inner surface of the rim n to couple the pinion 1 with the axle B, they have arms 1' rr r, the extreme ends of which and one end of the links 8 s s s are connected by means of joint-pins with the slotted blocks t t t t, and the other ends of the links are connected to the sleeve S by means of pivots u u a u, so that by the movement of the sleeve in the direction of the arrow the outward movement of the screw-rods forces the blocks 0 outward against the rim, and by the movement of the sleeve in the opposite direction the pinion is uncoupled. The movements of the sleeve are effected by means of the vertical rod T, provided with the hand-wheel M, and the hori- ICC zontal rod T, connected with the lower end of the rod Tby means of bell-cranklevers O, the inner end of the rod T having bell-crank levers which are jointed to the swivel P on the neck of the sleeve S.

By the means above described the pinion I may be instantly coupled with the axle B for bringing the power of the springs connected with the master-wheel G into action for propelling the car, or uncoupled for arresting the action of the springs when the car is running downgrade and not requiring the motive power.

U is a brake, which is seen in Figs. 5 and 6. It consists of the coupling-jaws r r, which have wooden filli igs to tow w and steel springs 00 m, which connect the ends of the sections of the jaws together. The jaws are contracted and expanded by means of the rod V, which has right-and-left screw-threads. The ends of the rod have bearings in the brackets h M, which are bolted to the bottom rail, M, at the front end of the motor, and the rearend of the lower jaw is bolted to the girder y. l

W is a bearingt is turned slightly around in one direction to draw the jaws together, or in the reverse direction for withdrawing them, thcjaws, in their contraction, clamping the wheelX on the front axle, B, for arresting the movement of the car. The movements are effected by means of the vertical rod Y, having a hand-wheel, M and connected with the outer end of the horizontal rod Y by means of bevel-gear wheels Z Z, the inner end of the rod being geared to the screw-rod V by means ofthe bevel-wheels Z Z. The use of the steel springs as m is to give sufficient flexibility to the jaws v e at those points to admit of the front sections connected with the screw-rod V moving vertically when expanded and contracted with said rod to take 01'1" the strain upon it, which would occur if forced to move in curved lines, by having a rigid movement on their fulcrum. a

Instead of making the springs F, &c., oi'equal strength from end to end, we intend tapering them, as shown in Figs. 22 and 23, so as to equalize their force as they are unwound to give uniform speed to the car, the springs beor the screw'rod V, which' ing tapered either in their width or thickness, a

or both ways, as shown in the drawings.

We claim as our invention- 1. In a spring car-motor, the stationary shaft D, provided with the master-wheel G and sleeve H, adapted to revolve thereon, in

3. The combination of the stationary clutchplates with the stationary shaft D and framerails to and a, whereby they are firmly held in their normal position, substantially as described.

4. The clutch-plates L, L, and L ,'in combination with the stationary clutch-plates K, K, and K stationary shaft D, master-wheel G, and sleeve H, substantially as and for'the purpose set forth.

5. The combination of the screw-rods N, hand-wheels M, bell-crank levers O, and swivels P with the clutches L for operating the latter, substantially as described.

6. In combination with the master-wheel G, the shaft J, having a pinion, I, and wheel G, the shaft J having a pinion, I, and wheel G and idler-shaft J having a wheel, G and axles B and B, having respectively pinions I and I to communicate the power of the coiled springs F to the track-wheels, substantially as described.

7. The universal coupling Q, constructed substantially as described, in combination with the axle B, for couplingit with. the master-wheel G through the train ofwheelsabove described, and uncoupling it therefrom, substantially in the manner and for the purpose set forth.

GEORGE STITES. ROBERT STEEL. SAMUEL AUSTIN. W'itnesses:

THOMAS J. BEWLEY, STEPHEN Us'ricK. 

